Electric starting device for explosive-engines.



J. K. DELANO.

-E'LECTRIC STARTING DEVICE FOR EXPLOSIVE ENGINES.

APPUCATION FILED 050.20. I912.

5 SHEETS-SHEET 1.

1,287,575 Patented Dec. 10, 1918 {PE-LL IN VEN TOR jz/neiff darzo A TTORNE VS J. K. DIELANO.

ELECTRIC STARTING DEVICEFOH EXPLOSIVE ENGINES APPLICATION men pic. 20. 1912.

1,287,575. Patented Dec/10, 1918.

5 SHEETS-SHEET 2.

WITNESSES: IN VENTOR A TTORN E Y5 J. K. DELANO. 'ELECHHC STARJING DEVICE FOR EXPLOSIVE ENGINES..

APPLICATION FILED DEC-20,1912.

Patented Dec. 10, 1918.

5 SHEETS-SHEET 3- a; 0 f ivwwik L VIII/Ill":

WITNESSES: IN VEN TOR A TTORNE Y6 I J. K. DELANO. ELECTRICSTARTING DEVICE FOR EXPLOSIVE ENGINES.

APPLICATION FILED DEILZO, 912.

Patented Dec. 10, 1918.

5 SHEETSSHEET 4 J. K. DELANO.'

ELECTRIC STARTING DEVICE FOR EXPLOS APPLICATION FILED 050 Patented Dec. 10, 1918.

5SHEETS-SHEET 5- Nwww. .1

Tim ED STATES PATENT oF'FIcE.

.r'mns K. nnmno, or mnmnnroms, INDIANA.

ELECTRIC STARTING nnvrcn non nxrnosrvn-nnemss.

Specification of Letters Patent. Patent ed Dec, 1918.

Application Med December 20, 1912. Serial No. 737,815.

To all whom z'tmagrconcem:

Be it known that I, James K. DELANO, a citizen of the United States, and a resident of Indianapolis, in the county of Marion and State of Indiana, have invented certain new and useful Improvements in Electric Starting Devices for Explosive-Engines; and I. 'do hereby declare that the following is a full, clear, and exact description thereof, ref- 10 erence being had to-the accom anying drawings, and to the letters of re erence marked thereQI which-form apart of this. pe ifi tionn I:

- This invention relates a speed reducing gearing more'parti'cularly adapted for use 1n connectionwith a starting system for-internal' Combustion engines and consists of the storage battery from .whichcurr'ent maybe matters hereinafter described and more a'r' ticularlyp'ointed outin' the appended claims; Oneof the objects of the present invention is to" produce a neat, simple and compact gearing mechanism which may be-inte'rposed between-the crankshaft of an internal combustion eng1ne (.usually an automobileengine) and asmall motor generator carried upon said: engine. My improved gearing so that said motor generator will charge a had for any purpose, including the starting ofsa'id motor generator as a motor to prov1 de' for the initial movement for said crank shaft lnthejdrawings'z, a

. F ig ire'l illustrates a view inside elevation of an automobil -engine illustrating the manner .in' [which my improved Qgearing I mechanism and an associated motorgen- ,era'tor for-dr ving the same 1s supported upon said e'ngine- Fig. 2 is a view representing a longitudinal central section through the motor genimproved speed reducing rent for t duction gearing and clutch mechanism, by means of which the motor generator shaft is operatively connected with the crank shaft of the automobile engine.

Fig. 4 is a view representing a vertical section through Fig. 3 in a plane indicated by the lines a;m and looked at in the direction indicated by the arrows 44.

Fig. 5 is a view representing the same vertical section but looked at in the direction of the arrows 5-5 of Fig. 3.

- F ig. 6 is a view representing a vertical section through Fig. 3 in a plane indicated by the line 6-45 thereof.

- Fig. 7 is a detail end elevational view which will be more specifically referred to later.

Referring now to that embodiment of my invention i lustrated in the drawings, 10 indicates a gasoleue engine (see Fig. l) of any familiar type used in driving automobiles. 1 1 indicates a motongenerator which is adapted, when supphcd with current, to run 'as'a lrnotor to start the engine shaft and, after. the engine shaft is running under its own power, at the necessary speed, to run as a 1generator and supply electric cure ignition of the engine, for lighting purposes and for charging a storage battcry which supplies current'for the ignition wlien starting and running the engine.

Said motor-generator is mounted on the crank case of the en ine adjacent the engine cylinders 11*. 12 indicates a storage battery which may be mounted in any convenient. lace on the automobile frame. The

motor-generator shaft operates, through a speed-reduction connection, pres- I ently to be described, a shaft 19 (see Figs. 1

and 2,) which is connected by a suitable coupling 20 to a shaft 21, that in turn is connected by gearing inclosed in a casing 22 to the crank-shaft 23 of the engine. Thus, when the motor-generator is operating as a motor it acts to drive the engine crank-shaft.

The speed reduction connection by means of which the motor-generator shaft is operatively connected to the shaft 19 abbve referred to is constructed as follows :-24 indicates the shaft of the motor-generator 11 (see Fig. 2) which is offamihar construction. Said motor-generator is inclosed in a suitable casing 25 in the end walls of which the shaft 24 is rotatively mounted by means of suitable ball-bearings 24, 24". The motorgenerator shaft 24 is prolonged forwardly beyond the motor-generator cas1ng, where it has mounted upon it a speed reduction gearing, indicated as a whole by the numeral 26, and comprising the following: On the shaft 24 adjacent the end of the motor-genorator casing is rotatively mounted a disk 27 provided on its perip'hery with a forwardly projecting,,annular flange 28. in the extending notches 32, 32. Within said' notches engage pins 33, 33, projecting forwardly from the face of the disk 27, said pins as shown being secured in'suitable recesses or apertures in said disk. The pins are preferably provided with antifriction sleeves 33 which have direct bearing engagement with the sides of the notches 32.

On the shaft 24 adjacent to the front face of the floating eccentric plate 31 there Is keyed (see Fig. 5) a cylindric sleeve 34,

having its central axis placed eccentrically with respect to the central axis of the shaft.

' A large gear 35 having external teeth 36 is rotatively mounted on said sleeve, an antifriction roller cage 36 being preferably interposed between said gear and the eccentric sleeve 34. 37, 37 indicate pins extending rearwardly from the rear face of the gear 35, and engaging in diametrically opposite, radially extending notches 38, 38 formed in the floating plate 3.1. intermediate the other notches 32, 32 therein, and, as

shown, at angular distance therefrom of 90 degrees. As in the case of the other pins, sleeves 38 are preferably placed on said pins to provide antifriction bearing between said pins and the sides of said notches. It is apparent that any rotative movement of the gear 35 will be communicated by the pins 37 to the floating plate 31 and thence through the pins 33 to the ratchet-gear 29, while the said gear 35 may be moved radially in its plane by the eccentric sleeve on which it is mounted without effect on said ratchet gear, by reason of the radialplay of said pins in their respective notches and of the floating movement of said floating plate.

At the forward end of the eccentric sleeve 34 there is fixed thereon an annular flange 40, (see Fig. 6) which carries a plurality of spring controlled pawls 42. Said pawls,

as shown, are formed by radially arranged pins set 1n radial recesses 41, in the peripheral edge of the flange 40, there being, as

cumference adapted for engagement-by the spring controlled pawls 42.

46 indicates an internal gear rigidly at-- tached upon the outer circumference of the" flat ring 44, said ring and gear being nonrotatively connected together, as shown, by means of dowel-pins 47 Said internal gear is formed on an annular band 46, which projects forwardly and rearwardly beyond the plane of the ring 44, therearward projection constituting the internal gear proper and having gear teeth out on its inner periphery. bald gear part of the band is of reduced diameter and fits loosely within the flange of the disk 27 on which the ratchet gear 29 is formed. The internal gear 46 is of larger diameter than the external gear 35 with which it is engaged and the construction is such that as the eccentric sleeve 34 is rotated by the motor-generator shaft 24, it will cause the external gear 35 to roll upon the internal gear 46, and, as said external gear, being of smaller diameter, has a less number of teeth than the internal gear 46, this rolling of the gear 36 about within the gear-46 will produce a relative rotative movement between the said external gear and the internal gear in opposite directions. Thus, if the shaft 24 rotates counter-clockwise as viewed in Fig. 5, indicated by'the arrow 25 therein, the external gear 35 will be or tend to be rolled in the same direction (indicated by the arrow 50) and will 'be caused to rotate in the opposite direction, or clockwise (as indicated by the arrow 49) with reference to the internal gear 46. Should the external gear be held against rotation the rotative movement will be imparted to the internal gear in the direction of the arrow 49 (Fig. 5), and this rotation of the internal gear will be at a speed greatly less than that of the shaft 24, as is readily apparent, the reduction depending upon the difference between the number of teeth on the internal gear and the ninnber of teeth on the external gear.

The internal gear is connected to the hereinbefore mentioned shaft 19, that is geared to the engine shaft, by means of an overload slip clutch, (see Fig. 3) indicated as a whole by the numeral 51. Said cluixih includes aforwardly tapered member 52 fixed to the shaft 19 and rotatively mounted on the end of the motor-generator shaft 24. The rear MISSING PAGE TEMPORARY NOTICE PATENT FOR ISSUE DATE /Z /O "IQ/a HAS BEEN SCANNED, BUT WITH MISSING PAGE(S) UPON RECEIVING OF MISSING PAGE(S), THE ENTIRE DOCUMENT WILL RE RESCANNED.

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